JP4958752B2 - Diagnostic control device for vehicle - Google Patents

Abstract

A vehicle includes an internal combustion engine 1 and a rotating electric machine 5 as drive power sources and drives a wheel using a driving force of the internal combustion engine 1 and/or the rotating electric machine 5. A diagnostic control unit 700 diagnoses the vehicle while controlling the same. The diagnostic control unit 700 shifts an operating point of the internal combustion engine 1 to a plurality of diagnostic operating points to diagnose a catalyst or an oxygen sensor. Meantime, the diagnostic control unit 700 compensates for an excess or a deficiency in the driving force of the internal combustion engine 1 accompanied by the shift of the operating point by letting the rotating electric machine 5 perform a power running or regeneration operation.

Description

  The present invention relates to a vehicle diagnostic control apparatus, and more particularly to a vehicle diagnostic control apparatus suitable for use in a hybrid vehicle.

  The conventional exhaust-related diagnosis uses the output of the upstream O2 sensor and the downstream O2 sensor of the catalyst and uses the correlation function to quantify the similarity between the upstream and downstream O2 sensor waveforms to determine the deterioration of the catalyst. What to do is known (see, for example, Patent Document 1).

  In recent years, hybrid vehicles that drive a vehicle with an engine and a motor are becoming widespread, and it is also known that a deterioration determination of a catalyst is performed using a reversal ratio of an upstream O2 sensor and a downstream O2 sensor using a motor. (For example, refer to Patent Document 2).

JP-A-6-241026 JP 2000-110650 A

  However, Patent Document 2 also has a problem that exhaust system diagnosis can be performed only within a limited range of engine operating points.

  An object of the present invention is to provide a vehicle diagnostic control apparatus that can perform diagnosis at a plurality of engine operating points and can expand a diagnosis area.

(1) In order to achieve the above object, the present invention is used in a vehicle having an internal combustion engine and a rotating electric machine as driving force sources and driving wheels by the driving force of the internal combustion engine and / or rotating electric machine. A vehicle diagnostic control apparatus having a diagnostic control means for diagnosing the vehicle while controlling the vehicle, wherein the diagnostic control means shifts the operating point of the internal combustion engine to a plurality of diagnostic operating points. The vehicle is provided with an exhaust pipe to purify the exhaust gas, while correcting the excess or deficiency of the driving force accompanying the transition of the operating point of the internal combustion engine by performing a power running regenerative operation of the electric motor. And an air-fuel ratio sensor disposed upstream and downstream of the catalyst, and the diagnostic control means determines the deterioration of the catalyst based on the output of the air-fuel ratio sensor .

( 2 ) In the above ( 1 ), preferably, the diagnosis control means includes a diagnosis start determination means for determining start of diagnosis from a running mode of the vehicle, and starts diagnosis by an output signal of the diagnosis start determination means. It is a thing.

( 3 ) In the above ( 2 ), preferably, the diagnosis start determining means makes a diagnosis start determination when the driving force changes, and the diagnosis control means determines that the driving force changes when the driving force changes. In addition, the driving force of the internal combustion engine is increased, and the output of the rotating electrical machine is decreased in accordance with the increased amount. Further, the diagnosis control means causes the catalyst deterioration due to the output of the air-fuel ratio sensor before the change of the driving force. The first diagnosis is performed, the second diagnosis of the catalyst deterioration is performed based on the output of the air-fuel ratio sensor after the change of the driving force, and the deterioration of the catalyst is determined from the first diagnosis result and the second diagnosis result. It is a thing.

( 4 ) In the above ( 2 ), preferably, the diagnosis start determining means makes a diagnosis start determination when the storage amount of the battery decreases, and the diagnosis control means performs the internal combustion engine when the storage amount of the battery decreases. The driving force of the engine is increased, and the rotating electrical machine is regeneratively operated in accordance with the increase. The diagnosis control means is configured to reduce the catalyst deterioration by the output of the air-fuel ratio sensor before the driving force of the internal combustion engine is increased. A first diagnosis is performed, a second diagnosis of catalyst deterioration is performed based on the output of the air-fuel ratio sensor after the driving force of the internal combustion engine is increased, and the deterioration of the catalyst is determined based on the first diagnosis result and the second diagnosis result. Is determined.

( 5 ) In the above ( 2 ), preferably, the diagnosis start determining means performs diagnosis start determination at the time of switching from traveling by the internal combustion engine alone or traveling from the internal combustion engine and the rotating electrical machine to traveling by the rotating electrical machine alone, The diagnostic control means controls to switch the running mode from running by the internal combustion engine or running by the internal combustion engine and the rotating electric machine to running by only the rotating electric machine, and the diagnostic control means runs by the internal combustion engine alone or by the internal combustion engine. The first diagnosis of catalyst deterioration is performed by the output of the air-fuel ratio sensor during traveling by the engine and the rotating electrical machine, the second diagnosis of catalyst deterioration is performed by the output of the air-fuel ratio sensor after switching to traveling by only the rotating electrical machine, The deterioration of the catalyst is determined from the first diagnosis result and the second diagnosis result.

( 6 ) In the above ( 2 ), preferably, the diagnosis start determination means makes a diagnosis start determination at the time of a shift, and the diagnosis control means determines the internal combustion engine more than a request for a change in driving force after the shift at the time of a shift. The driving force of the engine is increased, and the output of the rotating electrical machine is decreased in accordance with the increase, and the diagnosis control unit performs a first diagnosis of catalyst deterioration based on the output of the air-fuel ratio sensor before the shift. The second diagnosis of catalyst deterioration is performed based on the output of the air-fuel ratio sensor after the shift, and the deterioration of the catalyst is determined from the first diagnosis result and the second diagnosis result.

( 7 ) In the above ( 2 ), preferably, the diagnosis start determination means performs a diagnosis start determination when a certain time has elapsed, and the diagnosis control means performs the determination of the internal combustion engine when the certain time has elapsed. In addition to increasing the driving force, the rotating electrical machine is regeneratively operated in accordance with the increased amount, and the diagnosis control means detects the first deterioration of the catalyst due to the output of the air-fuel ratio sensor before the driving force of the internal combustion engine increases. The second diagnosis of the catalyst deterioration is performed based on the output of the air-fuel ratio sensor after the driving force of the internal combustion engine is increased, and the deterioration of the catalyst is determined from the first diagnosis result and the second diagnosis result. It is what you do.

( 8 ) In the above (1), preferably, provided with a diagnosis start determination means for performing a diagnosis start determination at the time of switching from traveling by only the internal combustion engine or traveling from the internal combustion engine and the rotating electrical machine to traveling by only the rotating electrical machine, The diagnostic control means controls to cut the fuel of the internal combustion engine from traveling by only the internal combustion engine or traveling by the internal combustion engine and the rotating electric machine to switch the traveling mode to traveling by using only the rotating electric machine. , The fuel deterioration of the downstream side air-fuel ratio sensor is judged from the results of the multiple times of diagnosis by performing the diagnosis of the catalyst deterioration multiple times based on the output of the air-fuel ratio sensor at the time of traveling only by the rotating electrical machine with the fuel of the internal combustion engine cut It is what you do.

  According to the present invention, diagnosis can be performed at a plurality of engine operating points, and the diagnosis area can be expanded.

Hereinafter, the configuration and operation of a vehicle diagnostic control apparatus according to an embodiment of the present invention will be described with reference to FIGS.
First, the configuration of the vehicle diagnostic control system according to the present embodiment will be described with reference to FIG.
FIG. 1 is a configuration diagram of a vehicle diagnostic control system according to an embodiment of the present invention.

  The internal combustion engine 1 takes in air from the electronically controlled throttle valve 10, compresses the air-fuel mixture containing fuel injected by the fuel injection device 31, burns with an ignition plug, and then repeats expansion and exhaust to drive gasoline energy Convert to force. Exhaust gas discharged from the internal combustion engine 1 is purified through the catalyst 33 and discharged from the exhaust pipe.

  A front O2 sensor 34 that is an air-fuel ratio sensor is provided on the upstream side of the catalyst 33, and a rear O2 sensor 35 that is an air-fuel ratio sensor is provided on the downstream side, so that the exhaust properties before and after the catalyst 33 can be observed. is there.

  The intake air of the internal combustion engine 1 is taken in via the electronic control throttle valve 10. The internal combustion engine control unit (ECU) 9 controls the opening degree of the electronic control throttle valve 10 based on a signal from an accelerator sensor provided in the accelerator pedal 12 and a command from the diagnostic control unit 700, thereby reducing the intake air amount. Control.

  The rotating electrical machine 5 is connected to the input shaft 11 of the transmission 2 by a gear, and the vehicle can be driven via the transmission by the driving force of the internal combustion engine 1 and the rotating electrical machine 5. Detailed configurations of the rotating electrical machine 5 and the transmission will be described later with reference to FIG.

  The rotating electrical machine 5 is controlled by a rotating electrical machine control unit (MCU) 7. The rotating electrical machine 5 can perform power running and regenerative operation. When the rotary electric machine 5 is used as an electric motor, the rotary electric machine control device 7 supplies electric power from the battery (B) 6 to the rotary electric machine 5 and drives the rotary electric machine 5 as an electric motor. When the rotating electrical machine 5 is used as a generator, the rotating electrical machine 5 is driven by the internal combustion engine 1 or the like, and the generated power is stored in the battery 6.

  In the system configured as described above, the driving force of the vehicle can be controlled by the sum of the driving force of the internal combustion engine 1 and the driving force of the rotating electrical machine 5. If the driving force of the rotating electrical machine 5 is controlled negatively, the driving force of the internal combustion engine 1 needs to be increased. Conversely, even if the driving force of the internal combustion engine 1 is increased, the operating point of the internal combustion engine 1 can be freely controlled without changing the driving force of the vehicle by making the driving force of the rotating electrical machine 5 negative. it can.

  The rotating electrical machine 5 is connected to the input shaft 11 by a gear, but may be connected by a belt, directly connected without a gear, or further connected to the rear stage of the transmission. However, what is necessary is just to be comprised so that the input shaft 11 may be influenced.

Next, the characteristics of the catalyst and the O 2 sensor used for diagnosis in the vehicle diagnostic control system according to the present embodiment will be described with reference to FIGS.
FIG. 2 is an explanatory diagram of the characteristics of the catalyst used for diagnosis in the vehicle diagnostic control system according to the embodiment of the present invention. FIG. 3 is an explanatory diagram of characteristics of the O 2 sensor used for diagnosis in the vehicle diagnosis control system according to the embodiment of the present invention.

  The catalyst 33 shown in FIG. 1 is called a three-way catalyst and has an action of purifying exhaust gas discharged from the internal combustion engine 1. The catalyst 33 exhibits a purification characteristic as shown in FIG. That is, when the air-fuel ratio, which is the ratio of intake air and fuel, is near the stoichiometric air-fuel ratio, the purification efficiency of HC, CO, and NOx is high. This catalyst is listed as an example, and may be a catalyst that purifies only NOx or another exhaust gas purifying catalyst.

  FIG. 3 shows output waveforms of the front O2 sensor and the rear O2 sensor for observing the properties of the exhaust gas. The upstream O2 sensor directly observes the exhaust property of the internal combustion engine 1. The air-fuel ratio control of the internal combustion engine 1 performs feedback control, and oscillates in small increments as shown in FIG. 4A in consideration of the oxidation-reduction reaction of the catalyst. When the exhaust gas passes through the catalyst, the oxygen concentration changes due to the oxidation-reduction reaction. However, when the purification performance is high, the change in the oxygen concentration is small as shown in FIG. As the catalyst deteriorates, the oxygen concentration gradually becomes unstable and the signal of the rear O2 sensor begins to oscillate, and the waveform of the front O2 sensor changes to the waveform of the front O2 sensor as shown in FIGS. it's coming.

Next, the configuration of a hybrid vehicle equipped with the vehicle diagnostic control system according to the present embodiment will be described with reference to FIG.
FIG. 4 is a configuration diagram of a hybrid vehicle equipped with a vehicle diagnostic control system according to an embodiment of the present invention.

  A transmission 2 is connected to an internal combustion engine 1 of an automobile, and its output shaft 3 drives a tire 4 via a differential gear. A rotary electric machine 5 is built in the transmission 2. A motor control unit (MCU) 7 is connected to the rotating electrical machine 5. A battery (B) 6 is mounted as a power source for the motor control device 7. The rotating electrical machine 5 operates as an electric motor and a generator by the motor control device 7. The internal combustion engine 1 is provided with an electronically controlled throttle valve 10 and controls the output of the internal combustion engine 1 by controlling the throttle opening based on a control signal from an internal combustion engine controller (ECU) 9. be able to.

  The diagnosis control device 700 controls the torque and rotation speed of the electric motor 5 through the motor control device 7 and controls the output of the internal combustion engine 1 through the internal combustion engine control device 9 and the electronic control throttle valve 10. Further, the diagnostic control device 700 commands the shift actuator to perform an operation for shifting.

Next, the configuration of the hybrid system including the automatic MT and the rotating electric machine controlled by the vehicle diagnostic control system according to the present embodiment will be described with reference to FIG.
FIG. 5 is a configuration diagram of a hybrid system including an automatic MT and a rotating electrical machine controlled by the vehicle diagnostic control system according to the embodiment of the present invention.

  The transmission 2 includes an input shaft 300 and an output shaft 3. The input shaft 300 is connected to the drive shaft of the vehicle drive power unit (engine) 1. The output (driving force) of the engine 1 can be varied by controlling the electronically controlled throttle valve 10 by a vehicle drive power control unit (ECU) 9.

  The input shaft 11 of the transmission 2 can transmit / block the driving force of the vehicle drive power unit 1 to the first intermediate shaft 21 and the second intermediate shaft 22 by the dog clutches 58A and 59A. When selecting the first intermediate shaft 21, the input gear 101 is fastened to the input shaft 11, and when selecting the second intermediate shaft 22, the input gear 102 is fastened to the input shaft 11. The first intermediate shaft and the second intermediate shaft are connected to the output shaft 3 by the respective transmission gears 40, 41, 42, 43, 44, 45, 46 via dog clutches 51A, 52A, 53A, 54A, respectively. Yes. Each of the input shaft 11, the first intermediate shaft 21, the second intermediate shaft 22, and the output shaft 3 includes rotational speed measuring devices 200, 201, 202, and 203 that detect the rotational speed of each shaft.

  The dog clutches 51A, 52A, 53A, 54A, 58A, 59A are connected to the shift actuators 51, 52, 53, 54, 58, 59, and are engaged / engaged by the driving force of the actuators 51, 52, 53, 54, 58, 59. It can be opened. The actuators 51, 52, 53, 54, 58, 59 are for general automation, and a drive system such as a motor or hydraulic pressure can be applied. The actuators 51, 52, 53, 54, 58, 59 are controlled by a transmission control unit (ATCU) 8 and are for general automation, and a drive system such as a motor or hydraulic pressure can be applied. Since the dog clutch and the actuator are both known techniques, detailed description thereof is omitted. In addition, the actuators 51, 52, 53, 54, 58, 59 are provided with detection devices that detect the engagement / release states of the dog clutches 51A, 52A, 53A, 54A, 58A, 59A. As this detection device, a commercially available position sensor can be used.

  Further, the first intermediate shaft 21 is connected to one shaft of the transmission power unit 12 via a gear 111, and the second intermediate shaft 22 is geared to the other shaft of the transmission power unit 12. 112 is connected.

  The speed change power unit 12 includes a rotating electrical machine 5 and a planetary gear mechanism 31. The rotating shaft of the rotating electrical machine 5 is connected to the planetary gear of the planetary gear mechanism, the second intermediate shaft is connected to the sun gear, and the ring gear is connected to the first intermediate shaft. The planetary gear mechanism can be substituted by a differential device. As a result, the power of the rotating electrical machine 5 acts on the first intermediate shaft and the second intermediate shaft. The power of the rotating electrical machine 5 is made to act in the opposite direction with respect to the first intermediate shaft side and the second intermediate shaft side. For example, when a positive torque is applied to the rotating electrical machine 5 and the connection is made to increase the rotation speed of the first intermediate shaft, the torque to the second intermediate shaft side is on the side that decreases the rotation speed. Connect to work. The rotation speed and torque of the rotating electrical machine 5 are controlled by a motor control unit (MCU) 7.

Next, input / output signals of the vehicle diagnostic control system according to the present embodiment will be described with reference to FIG.
FIG. 6 is an explanatory diagram of input / output signals of the vehicle diagnostic control system according to the embodiment of the present invention.

  The diagnosis control device 700 diagnoses the catalyst 33, the rear O2 sensor 35, and the rotating electrical machine 5 at a plurality of engine operating points while supplementing the power of the internal combustion engine 1 with the power of the rotating electrical machine 5.

  The diagnostic control device 700 outputs a control signal to the internal combustion engine control device 7 to control the internal combustion engine 1. Further, the diagnostic control device 700 outputs a control signal to the rotating electrical machine control device 7 to control the rotating electrical machine 5. At this time, the diagnostic control device 700 realizes a plurality of engine operating points while supplementing the power of the internal combustion engine 1 with the power of the rotating electrical machine 5. At a plurality of engine operating points, the output signal of the front O2 sensor 34 and the output signal of the rear O2 sensor 35 are taken in, and the catalyst 33 and the rear O2 sensor 35 are diagnosed.

  Further, the diagnostic control device 700 commands the shift actuators 51,..., 59 to perform a shift operation.

Next, the system configuration of the vehicle diagnostic control system according to the present embodiment will be described with reference to FIG.
FIG. 7 is a block diagram showing a system configuration of a vehicle diagnostic control system according to an embodiment of the present invention.

  The diagnosis control device 700 includes a diagnosis start determination device 701, an internal combustion engine operating point calculation device 702, a correction torque calculation device 703, a detection device 704, and a multiple determination device 705.

Here, the principle of catalyst deterioration determination by the vehicle diagnostic control system according to the present embodiment will be described with reference to FIGS.
8 and 9 are explanatory diagrams of the principle of catalyst deterioration determination by the vehicle diagnostic control system according to one embodiment of the present invention.

  FIG. 8 shows the relationship between the catalyst purification rate and the detection value of the O2 sensor for each gas amount. In the methods of Patent Literature 1 and Patent Literature 2, when the gas amount is large or small, the detection value linearity with respect to the purification rate is poor, and therefore it is necessary to perform diagnosis with an intermediate gas amount. The intermediate gas amount is reached when the internal combustion engine is operating at a medium load.

  Such a traveling state with the intermediate gas amount is less frequently generated except for intentionally created by the driver. For example, when driving in an urban area, the vehicle travels at a constant vehicle speed after increasing the speed to a constant vehicle speed by slow acceleration. Even if the amount of intermediate gas is reached within a certain period of time when acceleration is required, the vehicle speed increases and the gas travels at a constant speed. Also, when considering driving on an expressway, after increasing the speed with high acceleration (high gas volume), such as when entering a driving route from a ramp, the accelerator is returned to perform constant driving to reduce the low gas volume. Become.

  If diagnosis can be performed only in a low gas amount or high gas amount state, the accuracy of the diagnosis is improved. The feature of this embodiment is that it is determined by a plurality of diagnostic points.

  Next, the principle of catalyst deterioration determination according to this embodiment will be described with reference to FIG. When there is a diagnosis result for a high gas amount and a diagnosis result for a low gas amount, for example, in the case shown in FIG. Can be judged as having a low purification rate. Further, since there is no case where the high gas amount judgment value is low and the low gas amount judgment value is intermediate or high, it can be judged that there is a problem in the diagnosis detection result. In this way, it is possible to improve diagnosis accuracy using a plurality of diagnosis results.

  At this time, since the engine output is large at a high gas amount and the engine output is small at a low gas amount, the driving force of the vehicle varies. Since changing the driving force of the vehicle for making a diagnosis may give the driver a sense of incongruity or discomfort, in this embodiment, the driving force is stabilized using the rotating electrical machine 5. Yes. In order to stabilize the driving force, the sum of the engine output calculated from the engine operating point in the case of a high gas amount and a low gas amount and the output of the rotating electrical machine 5 becomes the target driving force on the driver or vehicle performance. The output of the rotating electrical machine 5 is controlled so as to approximate. Here, the target driving force can be set by information such as the accelerator opening.

  From the above, in Patent Document 1 and Patent Document 2, the engine operating point is changed to be the intermediate gas amount in order to detect the deterioration of the catalyst deterioration diagnosis, but there are two points as in this embodiment. When the diagnosis is made, the determination can be made by making a determination based not on an intermediate gas amount but on an extremely different gas amount as shown in FIG.

  As described above, diagnosis performance can be improved by changing the internal combustion engine 1 to a plurality of operating points and controlling the driving force with the rotating electrical machine 5 to improve diagnosis performance. Need to change. Although the driving force can be supplemented by the rotating electrical machine 5, diagnosis can be further facilitated if a plurality of operating points can be created by changing the driving force due to the driver's intention.

  The diagnosis start determination device 701 in FIG. 7 determines whether or not to perform such a diagnosis, and the driving situation that can be diagnosed at a plurality of operating points becomes clear. Here, the following may be cited as factors that cause the operating point of the internal combustion engine 1 to change when the hybrid vehicle is running.

○ When changing the driving force due to changes in the accelerator opening etc. ○ When changing the engine operating point for power generation etc. due to changes in the battery charge amount etc. ○ When running EV → HEV → EV driving ○ Shifting In this way, there is a situation where the operating point of the engine changes in the hybrid vehicle.

  In FIG. 7, the diagnosis start determination device 701 determines that the diagnosis is started when a signal such as an accelerator opening is input and a predetermined determination condition is satisfied. Based on this determination result, the internal combustion engine operating point calculation device 702 determines the engine operating point. Information on the engine operating point determined by the internal combustion engine operating point calculation device 702 is output to the internal combustion engine control device 9, and the internal combustion engine control device 9 controls the internal combustion engine 1 so as to be the operating point. The correction torque calculating device 703 determines the torque of the rotating electrical machine 5 from the engine operating point determined by the internal combustion engine operating point calculating device 702 and the target driving force or target driving torque. The information on the torque of the rotating electrical machine 5 calculated by the correction torque calculating device 703 is output to the rotating electrical machine control device 7, and the rotating electrical machine control device 7 controls the rotating electrical machine 5 so that the rotating electrical machine torque is realized. .

  The diagnosis start determination device 701 detects diagnostic information by the detection device 704 by outputting it to the detection device 704. Output signals of the O2 sensors 34 and 35 are input to the detection device 704. Based on the diagnosis result (diagnosis result 1 or diagnosis result 2 in FIG. 9) by the detection device 704, the determination is made by the multiple determination device 705.

Next, the determination contents of the diagnosis start determination device 701 in the vehicle diagnosis control system according to the present embodiment will be described with reference to FIG.
FIG. 10 is a flowchart showing the determination contents of the diagnosis start determination device in the vehicle diagnosis control system according to the embodiment of the present invention.

  Steps S110 to s140 in FIG. 10 detect the traveling mode of the vehicle and determine whether or not the traveling mode is suitable for starting diagnosis.

  Specifically, in step S110 of FIG. 10, the diagnosis start determination device 701 determines whether there is a change in the driving force. The change in driving force is detected from, for example, a change in accelerator opening. If there is a change in the driving force, the process proceeds to step S160, and a diagnosis start command is output. Details of the diagnosis at this time will be described later with reference to FIG.

  Further, in step S120, the diagnosis start determination device 701 determines whether or not the storage amount of the battery is low. For example, when the power storage state of the battery 6 is low during traveling at a constant speed, the hybrid vehicle needs to generate power by the rotating electric machine 5, so the engine operating point is changed from a low torque state to a high state to rotate the electric rotating machine. 5 is performed to increase the amount of electricity stored in the battery while keeping the power performance constant. If the diagnosis start is determined at this timing, diagnosis at a plurality of engine operating points is easy. If the stored amount of the battery is low, the process proceeds to step S160, and a diagnosis start command is output. Details of the diagnosis at this time will be described later with reference to FIG.

  In step S130, the diagnosis start determination device 701 determines whether or not there is an EV travel request. If there is an EV travel request, the process proceeds to step S160, and a diagnosis start command is output. Details of the diagnosis at this time will be described later with reference to FIG.

  In step S140, the diagnosis start determination device 701 determines whether or not there is a shift command. If there is a shift command, the process proceeds to step S160, and a diagnosis start command is output. Details of the diagnosis at this time will be described later with reference to FIG.

  Further, in step S150, the diagnosis start determination device 701 determines whether or not a certain time has elapsed. Steps S110 to S140 determine the start of diagnosis according to various changes in the situation of the vehicle, but if these situation changes do not occur, a similar situation may be created after a certain period of time. Is possible.

  For example, it is often possible to imagine a state where the vehicle continues to run at a constant speed. In such a case, the engine output is low (low gas amount). Therefore, when making a diagnosis at multiple engine operating points, the engine output is increased. There is a need to. In this case, while increasing the engine output, power is generated by the rotating electrical machine 5 to keep the driving force constant. The diagnosis start determination device 701 is provided with a timer and outputs a diagnosis start command at a predetermined time.

  However, it is difficult to generate electric power with the rotating electrical machine 5 when the amount of power stored in the battery is large. In this case, even if the gear is changed to a high speed side by shifting and the engine output is increased, the target driving force is not reached. Thus, the driving force can be satisfied by operating the rotating electrical machine 5 on the power running side.

  Further, it is possible to consume energy stored in the battery by performing EV traveling.

  If the predetermined time has elapsed, the process proceeds to step S160, and a diagnosis start command is output. Details of the diagnosis at this time will be described later with reference to FIG.

  The diagnosis start command from the diagnosis start determination device 701 is to output a diagnosis start timing to the internal combustion engine operating point calculation device 702 and the detection device 704, thereby controlling the engine by the internal combustion engine operating point calculation device 702 and calculating a correction torque. While the motor is controlled by the device 703, diagnostic information is detected by the detection device 704. Based on this detection result (diagnosis result 1 and diagnosis result 2 in FIG. 9), the multiple determination device 705 determines.

Next, the diagnostic contents of the vehicle diagnostic control system according to the present embodiment will be described with reference to FIG.
FIG. 11 is a flowchart showing the diagnosis contents of the vehicle diagnosis control system according to the embodiment of the present invention.

  In step S210 of FIG. 11, the diagnosis start determination device 701 determines whether diagnosis can be started based on the determination of FIG. In the case of starting diagnosis, in step S220, the detection device 704 takes in the output signals of the O2 sensors 34 and 35 and starts diagnosis. In step S230, the multiple determination device 705 stores a diagnosis result (diagnosis result 1) when operating at a normal engine operating point or a diagnostic operating point.

  After the diagnosis is started, the diagnosis start determination device 701 determines the traveling state of the vehicle in step S240, and determines whether or not the operating point can be shifted in step S250.

  If possible, in step S260, the engine is controlled by the internal combustion engine operating point calculation device 702, the engine operating point is shifted, and in step S270, the motor is controlled by the correction torque calculation device 703. Output torque.

  In step S280, the detection device 704 captures the output signals of the O2 sensors 34 and 35 and starts diagnosis. In step S290, the multi-determination device 705 stores the diagnosis result (diagnosis result 2) when operating at the diagnosis operation point after the operation point shift. By performing the determination shown in FIG. 9, the multiple determination device 705 can perform diagnosis at multiple operating points and improve diagnosis accuracy.

  In the case where the diagnosis result 1 and the diagnosis result 2 are stored and the process proceeds to the next operating point, the diagnosis result 3 may be used, or the diagnosis result 2 may be stored as the diagnosis result 1.

Next, with reference to FIG. 12, the contents of diagnostic control in the case of step S110 (change in driving force) in FIG. 10 in the vehicle diagnostic control system according to the present embodiment will be described.
FIG. 12 is a timing chart showing the contents of diagnostic control in the case of step S110 (change in driving force) in FIG. 10 in the vehicle diagnostic control system according to the embodiment of the present invention.

  In FIG. 12, the horizontal axis indicates time. The vertical axis | shaft of FIG. 12 (A) has shown the accelerator opening. The vertical axis in FIG. 12B indicates the engine torque. The vertical axis in FIG. 12C represents the rotating electrical machine torque.

  As shown in FIG. 12 (A), when the accelerator opening changes at time t1 in FIG. 12, the output signal of the O2 sensor at this time point (diagnosis result 1) as shown in FIG. 12 (B). And stored in the multiple determination device 705.

  Then, the engine is controlled by the internal combustion engine operating point calculation device 702 according to the change in the accelerator opening, and the engine operating point is shifted. However, at this time, if the increase amount of the engine torque corresponding to the increase in the accelerator opening is ΔT1 indicated by a broken line in FIG. 12B, the internal combustion engine operating point calculation device 702 is indicated by a solid line in FIG. The internal combustion engine 1 is controlled such that the indicated engine torque increases by ΔT1 + ΔT2. On the other hand, if the torque of the rotating electrical machine is 0 at this time and neither the motor nor the generator is operating, the correction torque calculating device 703 controls the rotating electrical machine as a generator and outputs a correction torque −ΔT2. .

  That is, when the driving force is changed, the driving force of the internal combustion engine is increased by ΔT2 rather than the driving force change request, and the output of the rotating electrical machine is decreased by ΔT2 according to the increase.

  In this way, when the internal combustion engine reaches the second operating point, as shown in FIG. 12B, (diagnosis result 2) is obtained from the output signal of the O2 sensor at this time, and a plurality of determination devices 705 are obtained. To remember.

  By performing the determination shown in FIG. 9, the multiple determination device 705 can perform diagnosis at multiple operating points and improve diagnosis accuracy.

  As a method for diagnosing deterioration from changes in the front O2 sensor and the rear O2 sensor, as described in Patent Document 1, the similarity between the front and rear O2 sensor waveforms is numerically expressed using a correlation function, or a patent. As described in Document 2, it is possible to use a sensor that determines deterioration using the inversion ratio of the front O2 sensor and the rear O2 sensor.

Next, with reference to FIG. 13, the contents of diagnostic control in the case of step S120 (decrease in the amount of battery charge) in FIG. 10 in the vehicle diagnostic control system according to the present embodiment will be described.
FIG. 13 is a timing chart showing the contents of diagnostic control in the case of step S120 (decrease in battery storage amount) in FIG. 10 in the vehicle diagnostic control system according to one embodiment of the present invention.

  In FIG. 13, the horizontal axis represents time. The vertical axis | shaft of FIG. 12 (A) has shown the battery remaining charge. The vertical axis in FIG. 13B indicates the engine torque. The vertical axis in FIG. 13C indicates the rotating electrical machine torque.

  As shown in FIG. 13 (A), at time t2 in FIG. 13, if the amount of power stored in the battery is lower than a predetermined value SOC1, the output of the O2 sensor at this time point is shown in FIG. 13 (B). (Diagnosis result 1) is obtained from the signal and stored in the multiple determination device 705.

  Then, the engine is controlled by the internal combustion engine operating point calculation device 702, the engine torque is increased by ΔT3, and the engine operating point is shifted. On the other hand, the correction torque calculation device 703 controls the rotating electric machine as a generator, outputs correction torque −ΔT3, and stores the electric power in the battery so that the rotating electric machine operates as a generator.

  In this way, when the internal combustion engine reaches the second operating point, as shown in FIG. 13B, (diagnosis result 2) is obtained from the output signal of the O2 sensor at this time, and a plurality of determination devices 705 are obtained. To remember.

  By performing the determination shown in FIG. 9, the multiple determination device 705 can perform diagnosis at multiple operating points and improve diagnosis accuracy.

Next, the contents of diagnostic control in the case of step S130 (EV traveling) in FIG. 10 in the vehicle diagnostic control system according to the present embodiment will be described with reference to FIG.
FIG. 14 is a timing chart showing the contents of diagnostic control in the case of step S130 (EV traveling) in FIG. 10 in the vehicle diagnostic control system according to the embodiment of the present invention.

  In FIG. 14, the horizontal axis represents time. The vertical axis represents the engine torque ENG and the motor torque MOT.

  When the EV travel command is output at time t3 in FIG. 14, (diagnosis result 1) is obtained from the output signal of the O2 sensor at this time, and stored in the multiple determination device 705.

  Then, the engine is controlled by the internal combustion engine operating point calculation device 702, the engine torque is reduced, and the engine operating point is shifted. On the other hand, the correction torque calculation device 703 controls the rotating electric machine as an electric motor and outputs correction torque so that the rotating electric machine operates as an electric motor.

  In this way, when the internal combustion engine stops due to fuel cut (F / C) and reaches the second operating point, as shown in FIG. 14B, the output signal of the O2 sensor at this point ( The diagnosis result 2) is obtained and stored in the multiple determination device 705. The engine torque RNG is negative when the engine is stopped because of the friction torque caused by the flywheel connected to the output shaft of the engine.

  By performing the determination shown in FIG. 9, the multiple determination device 705 can perform diagnosis at multiple operating points and improve diagnosis accuracy.

  In the above description, the diagnosis is performed when the travel from the internal combustion engine alone is switched to the travel using only the rotating electrical machine. However, when the travel is switched from the travel using the internal combustion engine and the rotary electrical machine to the travel using only the rotary electrical machine. A diagnosis may be made.

Next, the contents of diagnostic control in the case of step S140 (during gear shift) in FIG. 10 in the vehicle diagnostic control system according to the present embodiment will be described with reference to FIG.
FIG. 15 is a timing chart showing the contents of diagnostic control in the case of step S110 (transmission) in FIG. 10 in the vehicle diagnostic control system according to the embodiment of the present invention.

  In FIG. 15, the horizontal axis represents time. The vertical axis | shaft of FIG. 15 (A) has shown the accelerator opening. The vertical axis in FIG. 15B indicates the engine torque. The vertical axis in FIG. 15C represents the rotating electrical machine torque. The vertical axis in FIG. 15D indicates the engine speed.

  Here, a case where a downshift is performed from the third speed to the second speed is shown.

  At time t4 in FIG. 15, when a downshift command is output as shown in FIG. 15 (A), as shown in FIG. 15 (B), from the output signal of the O2 sensor at this time (diagnosis result 1 ) And stored in the multiple determination device 705.

  Then, according to the downshift from the third speed to the second speed, the engine is controlled by the internal combustion engine operating point calculation device 702, and the engine operating point is shifted. However, if the increase amount of the engine torque corresponding to the downshift is ΔT4 indicated by a broken line in FIG. 15B, the internal combustion engine operating point calculation device 702 indicates the engine torque indicated by the solid line in FIG. Is controlled to increase ΔT4 + ΔT5. On the other hand, if the torque of the rotating electrical machine is 0 at this time and neither the motor nor the generator is operating, the correction torque calculating device 703 controls the rotating electrical machine as a generator and outputs a correction torque −ΔT5. .

  In this way, when the internal combustion engine reaches the second operating point, as shown in FIG. 15B, (diagnosis result 2) is obtained from the output signal of the O2 sensor at this time, and the multiple determination device 705 is obtained. To remember.

  By performing the determination shown in FIG. 9, the multiple determination device 705 can perform diagnosis at multiple operating points and improve diagnosis accuracy.

  In the case of step S150 in FIG. 10 (elapse of a fixed time), the diagnostic control contents are as shown in FIG.

  For example, if it is determined that a certain time has passed at time t2 in FIG. 13, as shown in FIG. 13B, (diagnosis result 1) is obtained from the output signal of the O2 sensor at this time, and a plurality of determinations are made. Store in device 705.

  Then, the engine is controlled by the internal combustion engine operating point calculation device 702, the engine torque is increased by ΔT3, and the engine operating point is shifted. On the other hand, the correction torque calculation device 703 controls the rotating electric machine as a generator, outputs correction torque −ΔT3, and stores the electric power in the battery so that the rotating electric machine operates as a generator.

  In this way, when the internal combustion engine reaches the second operating point, as shown in FIG. 13B, (diagnosis result 2) is obtained from the output signal of the O2 sensor at this time, and a plurality of determination devices 705 are obtained. To remember.

  By performing the determination shown in FIG. 9, the multiple determination device 705 can perform diagnosis at multiple operating points and improve diagnosis accuracy.

Next, diagnostic control contents for the deterioration diagnosis of the rear O2 sensor by the vehicle diagnostic control system according to the present embodiment will be described with reference to FIGS.
FIG. 16 is an explanatory diagram of the principle of deterioration diagnosis of the rear O2 sensor by the vehicle diagnostic control system according to the embodiment of the present invention. FIG. 17 is a timing chart showing the contents of diagnostic control at the time of deterioration diagnosis of the rear O2 sensor by the vehicle diagnostic control system according to the embodiment of the present invention. FIG. 18 is an explanatory diagram of the deterioration diagnosis content of the rear O2 sensor by the vehicle diagnosis control system according to the embodiment of the present invention.

  The determination shown in FIG. 9 has an effect of determining the credibility of the diagnosis result in about three divisions, but as shown in FIG. 16, an index in which the gas amount is provided on the horizontal axis and is corrected from the detected value according to the gas amount. Can be provided on the vertical axis, and the determination can be made based on FIG. Specifically, the calculation results for a high gas amount and a low gas amount are plotted as shown in FIG. 16 from a plurality of gas amounts and their detected values. Then, when the deterioration is small, the sum of the high gas amount and low gas amount indexes is small, and the difference or slope is also small. As the deterioration progresses, the value at the high gas amount increases, so the sum and slope (difference) of the two points of the high gas amount and the low gas amount increase. As the deterioration progresses, the slope decreases, but the sum of the two points increases. From this, for example, it is possible to determine the deterioration when the sum of two indices is greater than a certain threshold or when the slope is greater than another threshold even if the sum of two points is smaller than a certain threshold. .

  Here, instead of using the detected value on the vertical axis in FIG. 16, the index is used as long as the detected value has a linear correspondence to the gas amount, but can be corrected when it is a non-linear correspondence. There are indicators. The threshold is a value obtained experimentally. Such a determination can be obtained by calculation from the gas amounts at two points and the detection results, and can be easily realized by a normal on-vehicle electronic control system.

  From the two point values as shown in FIG. 16, when the index is low at a low gas amount, the slope calculated from the difference between the two points increases, so that the deterioration start state can be determined. Therefore, for example, it is possible to determine the start of deterioration by storing the inclination in the initial state and calculating the degree of change in inclination from the initial state.

  Next, referring to FIG. 17, the contents of diagnosis control in the deterioration diagnosis of the rear O2 sensor will be described.

  Here, when the fuel cut shown in FIG. 14 is performed, the rear O2 sensor can be diagnosed. As described above with reference to FIG. 3, the O2 sensors are provided before and after the catalyst, and the sensor on the engine exhaust port side of the catalyst called the front O2 sensor often vibrates as shown in FIG. Although the diagnosis is easy, the sensor provided downstream of the catalyst, called a rear O2 sensor, hardly changes due to the purification action of the catalyst. Therefore, it is possible to judge deterioration of responsiveness or sensor abnormality due to deterioration or some abnormality. difficult.

  Even when such a sensor diagnosis is performed, the diagnosis is facilitated by performing the diagnosis at the plurality of engine operating points.

  In FIG. 17A, as in FIG. 14, when the EV travel command is output at time t3, the engine is controlled by the internal combustion engine operating point calculation device 702, the engine torque is reduced, and the engine operating point is shifted. To do. On the other hand, the correction torque calculation device 703 controls the rotating electric machine as an electric motor, outputs the correction torque, and shows the state in which the rotating electric machine operates as the electric motor.

  The signal change of the downstream O2 sensor at the time of performing fuel cut (F / C) of FIG. 17 (B) is shown. Thus, the downstream O2 sensor that does not normally change also changes in accordance with the extreme change in the air-fuel ratio due to the fuel cut. Since the fuel cut is performed only when the accelerator is OFF and the engine speed is high, the frequency during traveling is low. However, when the driving force can be supplemented by the rotating electrical machine 5, the fuel can be cut at any time during steady running.

  In addition, when the fuel is cut from a state where the gas amount is low, the noise ratio of the signal waveform of the O2 sensor becomes large and diagnosis may be difficult. From this point of view, since the driving force before and after the fuel cut can be maintained by the rotating electrical machine 5, the amount of change in the downstream O2 sensor is increased by performing the fuel cut by increasing the gas amount of the engine before the fuel cut. The diagnostic accuracy can be improved by increasing the change width of the O2 sensor.

  Further, since the signal of the rear O2 sensor changes greatly due to the fuel cut, it can be judged normal or abnormal at a plurality of timings in the change period. As a result, the results ((diagnosis result 1), (diagnosis result 2), (diagnosis result 3), (diagnosis result 4)) in a plurality of states are stored.

  FIG. 18 shows a method for determining deterioration of the rear O2 sensor. In FIG. 18, the four points of diagnosis results shown in FIG. 17 are used when shifting to the fuel cut and when returning. If the first two points are the same in this diagnosis result, the third and subsequent points are not considered. When the first two points are different results, the determination is used when there are three or more identical determination results. When the determination result is divided into two points, the diagnosis is performed again.

  In this way, by performing diagnosis of the O2 sensor during a change in a plurality of engine operating points such as fuel cut and non-fuel cut, it is possible to increase the number of diagnoses and improve diagnosis accuracy.

  By performing the determination shown in FIG. 18, the multiple determination device 705 can perform deterioration diagnosis of the rear O2 sensor at multiple operation points and improve the diagnostic accuracy.

  The diagnostic control device 700 shown in FIG. 7 also has a function of outputting a diagnostic result to another device such as a display device or a diagnostic result recording device for notification to a driver or the like. . Specifically, as shown in FIG. 7, it can be realized by outputting information from the multiple determination device 705 using various communication lines. In addition, the driver can be notified by wiring for diagnosis to the lamp or the on-vehicle display device.

  Further, when diagnosis using a plurality of engine operating points is performed while the driving force is maintained at the target driving force by the rotating electrical machine 5, the driving force changes to the target when the rotating electrical machine 5 cannot output the expected output. It becomes impossible to follow. Using this characteristic, it is possible to estimate the output of the rotating electrical machine 5 and diagnose the rotating electrical machine 5. That is, since the engine output changes greatly by changing the engine operating point, the output of the rotating electrical machine 5 also changes. However, when the rotating electrical machine 5 is outputting as expected, the driving force is Although the target is approximated to the target, the target acceleration calculated from the driving force is close to the actual acceleration, although there is vehicle inertia and observation delay. On the other hand, when the rotating electrical machine 5 cannot output the output as expected, the acceleration remains deviated from the target value or gradually differs. Thus, the diagnosis of the rotating electrical machine 5 can be performed at the same time by shifting the engine operating point to a plurality of points.

As described above, according to the present embodiment, by setting a plurality of engine operating points, it is possible to increase the timing at which diagnosis of the catalyst, the rear O2 sensor, the rotating electrical machine, and the like can be performed, and determination is performed based on a plurality of diagnosis results. Thus, the diagnostic accuracy can be improved.

1 is a configuration diagram of a vehicle diagnostic control system according to an embodiment of the present invention. FIG. It is explanatory drawing of the characteristic of the catalyst used for a diagnosis with the diagnostic control system of the vehicle by one Embodiment of this invention. It is explanatory drawing of the characteristic of O2 sensor used for a diagnosis with the diagnostic control system of the vehicle by one Embodiment of this invention. 1 is a configuration diagram of a hybrid vehicle equipped with a vehicle diagnostic control system according to an embodiment of the present invention. 1 is a configuration diagram of a hybrid system including an automatic MT and a rotating electrical machine controlled by a vehicle diagnostic control system according to an embodiment of the present invention. FIG. It is explanatory drawing of the input / output signal of the diagnostic control system of the vehicle by one Embodiment of this invention. 1 is a block diagram showing a system configuration of a vehicle diagnostic control system according to an embodiment of the present invention. It is a principle explanatory view of catalyst degradation judgment by the vehicle diagnostic control system by one embodiment of the present invention. It is a principle explanatory view of catalyst degradation judgment by the vehicle diagnostic control system by one embodiment of the present invention. It is a flowchart which shows the determination content of the diagnosis start determination apparatus in the diagnostic control system of the vehicle by one Embodiment of this invention. It is a flowchart which shows the diagnostic content of the diagnostic control system of the vehicle by one Embodiment of this invention. It is a timing chart which shows the diagnostic control content in the case of step S110 (drive force change) of FIG. 10 in the diagnostic control system of the vehicle by one Embodiment of this invention. It is a timing chart which shows the diagnostic control content in the case of step S120 (battery power storage amount fall) of FIG. 10 in the vehicle diagnostic control system by one Embodiment of this invention. It is a timing chart which shows the diagnostic control content in the case of step S130 (EV driving | running | working) of FIG. 10 in the vehicle diagnostic control system by one Embodiment of this invention. It is a timing chart which shows the diagnostic control content in the case of step S110 (transmission) of FIG. 10 in the diagnostic control system of the vehicle by one Embodiment of this invention. It is a principle explanatory view of degradation diagnosis of a rear O2 sensor by a vehicle diagnostic control system according to an embodiment of the present invention. It is a timing chart which shows the diagnostic control content in the case of the deterioration diagnosis of the rear O2 sensor by the vehicle diagnostic control system by one Embodiment of this invention. It is explanatory drawing of the deterioration diagnosis content of the rear O2 sensor by the vehicle diagnostic control system by one Embodiment of this invention.

Explanation of symbols

1 ... Internal combustion engine
DESCRIPTION OF SYMBOLS 2 ... Transmission 3 ... Output shaft 4 ... Wheel 5 ... Rotary electric machine 6 ... Battery 7 ... Motor control device 8 ... Shift control device 9 ... Internal combustion engine control device 10 ... Electronic control throttle valve 11 ... Input shaft 12 ... Accelerator pedal (accelerator) sensor)
21 ... first intermediate shaft 22 ... second intermediate shaft 31 ... fuel injection device 32 ... ignition device 33 ... catalyst 34 ... upstream O2 sensor 35 ... downstream O2 sensor 40 ... reverse gear 41 ... first gear 42 ... second gear 43 ... 3rd speed gear 44 ... 4th speed gear 45 ... 5th speed gear 46 ... 6th speed gear 51 ... 3rd speed-5th speed switching actuator 52 ... 1st speed-R speed switching actuator 53 ... 2nd speed gear fastening actuator 54 ... 4th speed-6th speed Switching actuator 58 ... First axis input gear fastening actuator 59 ... Second axis input gear fastening actuator 101 ... First intermediate shaft input gear 102 ... Second intermediate shaft input gear 111 ... First intermediate shaft motor gear 112 ... Second intermediate shaft motor gear 200 ... Input shaft rotational speed measuring device 201 ... First intermediate shaft rotational speed measuring device 202 ... Second intermediate shaft rotational speed measuring device 203 ... Output shaft rotational speed measuring device 70 DESCRIPTION OF SYMBOLS 0 ... Diagnosis control apparatus 701 ... Diagnosis start determination apparatus 702 ... Internal combustion engine operating point calculation apparatus 703 ... Correction torque calculation apparatus 704 ... Detection apparatus 705 ... Multiple determination apparatus

Claims (8)

Used as a driving force source for a vehicle having an internal combustion engine and a rotating electric machine and driving wheels by the driving force of the internal combustion engine and / or the rotating electric machine, and diagnosing the vehicle while controlling the vehicle A vehicle diagnostic control device having a diagnostic control means,
The diagnostic control means makes a diagnosis by shifting the operating point of the internal combustion engine to a plurality of diagnostic operating points, and performs a power running regenerative operation of the electric motor for excess or deficiency of the driving force accompanying the shift of the operating point of the internal combustion engine. While correcting by doing ,
The vehicle includes a catalyst for purifying exhaust gas provided in an exhaust pipe, and air-fuel ratio sensors disposed upstream and downstream of the catalyst,
The vehicle diagnostic control apparatus , wherein the diagnostic control means determines deterioration of the catalyst based on an output of the air-fuel ratio sensor . In the vehicle diagnostic control apparatus according to claim 1 ,
The vehicle diagnosis control apparatus according to claim 1, wherein the diagnosis control unit includes a diagnosis start determination unit that determines the start of diagnosis from a traveling mode of the vehicle, and starts diagnosis by an output signal of the diagnosis start determination unit. In the vehicle diagnostic control device according to claim 2 ,
The diagnosis start determination means performs a diagnosis start determination when the driving force changes,
The diagnostic control means increases the driving force of the internal combustion engine more than the driving force change request when the driving force changes, and decreases the output of the rotating electrical machine according to the increase,
The diagnosis control means performs a first diagnosis of the catalyst deterioration based on the output of the air-fuel ratio sensor before the change of the driving force, and performs a second diagnosis of the catalyst deterioration based on the output of the air-fuel ratio sensor after the change of the driving force. A vehicle diagnostic control device characterized in that the deterioration of the catalyst is determined from the first diagnosis result and the second diagnosis result. In the vehicle diagnostic control device according to claim 2 ,
The diagnosis start determination means performs a diagnosis start determination when the storage amount of the battery decreases,
The diagnostic control means increases the driving force of the internal combustion engine when the storage amount of the battery decreases, and causes the rotating electrical machine to perform a regenerative operation according to the increase,
The diagnosis control means performs a first diagnosis of catalyst deterioration based on the output of the air-fuel ratio sensor before the increase of the driving force of the internal combustion engine, and based on the output of the air-fuel ratio sensor after the increase of the driving force of the internal combustion engine. A vehicle diagnostic control apparatus, wherein a second diagnosis of catalyst deterioration is performed, and the deterioration of the catalyst is determined from the first diagnosis result and the second diagnosis result. In the vehicle diagnostic control device according to claim 2 ,
The diagnosis start determination means performs diagnosis start determination at the time of switching from traveling only by the internal combustion engine or traveling from the internal combustion engine and the rotating electric machine to traveling only by the rotating electric machine,
The diagnostic control means controls to switch the traveling mode from traveling only by the internal combustion engine or traveling by the internal combustion engine and the rotating electrical machine to traveling only by the rotating electrical machine,
The diagnosis control means performs a first diagnosis of catalyst deterioration based on the output of the air-fuel ratio sensor during traveling by only the internal combustion engine or traveling by the internal combustion engine and the rotating electrical machine, and the air-fuel ratio after switching to traveling by only the rotating electrical machine. A vehicle diagnostic control apparatus, wherein a second diagnosis of catalyst deterioration is performed based on an output of a sensor, and deterioration of the catalyst is determined from a first diagnosis result and a second diagnosis result. In the vehicle diagnostic control device according to claim 2 ,
The diagnosis start determination means performs a diagnosis start determination at the time of shifting,
The diagnostic control means increases the driving force of the internal combustion engine more than the change request of the driving force after shifting, and decreases the output of the rotating electrical machine according to the increased amount at the time of shifting,
The diagnostic control means performs a first diagnosis of catalyst deterioration based on the output of the air-fuel ratio sensor before the shift, performs a second diagnosis of catalyst deterioration based on the output of the air-fuel ratio sensor after the shift, and performs the first diagnosis. A vehicle diagnostic control apparatus, wherein deterioration of the catalyst is determined from a result and a second diagnosis result. In the vehicle diagnostic control device according to claim 2 ,
The diagnosis start determination means performs a diagnosis start determination when a certain time has elapsed,
The diagnostic control means increases the driving force of the internal combustion engine when a certain time has elapsed, and regenerates the rotating electric machine according to the increase,
The diagnosis control means performs a first diagnosis of catalyst deterioration based on the output of the air-fuel ratio sensor before the increase of the driving force of the internal combustion engine, and based on the output of the air-fuel ratio sensor after the increase of the driving force of the internal combustion engine. A vehicle diagnostic control apparatus, wherein a second diagnosis of catalyst deterioration is performed, and the deterioration of the catalyst is determined from the first diagnosis result and the second diagnosis result. In the vehicle diagnostic control apparatus according to claim 1 ,
A diagnosis start determination means for performing a diagnosis start determination at the time of switching from traveling only by the internal combustion engine or traveling from the internal combustion engine and the rotating electric machine to traveling only by the rotating electric machine;
The diagnostic control means controls the traveling mode to be switched from traveling by the internal combustion engine alone or traveling by the internal combustion engine and the rotating electrical machine to cutting the fuel of the internal combustion engine and traveling only by the rotating electrical machine,
Further, the diagnosis control means cuts the fuel of the internal combustion engine, performs a plurality of diagnoses of catalyst deterioration based on the output of the air-fuel ratio sensor during traveling by only the rotating electrical machine, and determines the downstream side from the results of the plurality of diagnoses. A diagnostic control apparatus for a vehicle, characterized by determining deterioration of an air-fuel ratio sensor.

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